Patent GB-190809571-A (GB)
Title: Improvements in Apparatus for Railway Signalling and for Stopping Trains Independently of the Driver.
Inventor: KORDIN JOSEF
Filed: 1908-05-02
Granted: 1909-05-03
Abstract: 9571. Kordin, J. May 2. Stopping engines and trains; signalling-systems ; electric contacts ; crossing-gate signals.-The brake lever and whistle of an engine are operated when an armature, Fig. 1, is allowed to fall. Normally, it is retained in position by a lever 4, but when the engine passes over an insulated contact-bar, a pushrod 11 is raised and the lever 4 is removed from contact with the armature. At the same time, rollers 13 bear upon the contact-bar and a dynamo 12 on the spindle of one of them is driven. If the line is free, a current is then passed through a circuit from the dynamo 12, through an electromagnet 13, wheel 14, track rail 15, a switch (not shown) operated by a semaphore or the like, and through the contact-bar and push-rod 11, back to the dynamo, and the armature is held up by the excited magnet 3. If the line is not clear, the switch referred to is not closed, and no current passes round the magnet, so that the armature falls thereby causing the operation of the brake &c. A signal is transmitted from the engine when passing over a contact-bar, the height of which is arranged so as to operate the dynamo without releasing the armature 1, and a current is sent through some outside signalling-circuit connecting the contactbar with a track rail. Fig. 20 shows the arrangement of the system between two stations A, A<1>. The push-rod and dynamo are assumed to be on the right-hand side of the engine. Suppose a train is passing from A' to A, and that the switch 18 is operated by the signalman ; a train cannot then proceed from A towards A<1> for it would pass over the bar 16', which would release the armature 1 on the engine and, the circuit from the bar to the track rail being broken at the switch 18, the armature would fall, thus stopping the engine. When the train approaches the station A, it is stopped if the points are wrongly set, for the connexion between the bar 16<3> and the track rail would be broken; or if a train were standing in the station, the incoming train would be stopped because the connexion between the bar 16<2> and the track rail would be broken by means of the treadles 63. A train may be stopped at any point on the track by opening one of the switches 18 in the connexions between the bars 16 and the track rails. Where a semaphore signal occurs, it is fitted with a switch which is inserted in one of these circuits. A crossing-gate 67 is also provided with switches, one for each direction, in conjunction with the bars 16<4>. When a train passing from A' to A passes over the bar 62, the armature-retaining lever 4 is not operated, but a signalling-current is transmitted to the station A'. Similarly, by means of the bars 68, a warning of the approach of a train is given at the crossing-gate. Fig. 14 shows the detail construction of the carriage 42 for the push-rod 11, rollers 13, and the dynamo 12. Here the dynamo is driven direct from one of the pulleys, but it may be driven through gearing. The carriage is slidingly mounted in the frame 41 and can be moved from the right to the left side of the engine, when the engine is to run tender first, by means of a long screw. The push-rod carries a sleeve 53, Fig. 17, at its upper end, which slides upon a lever 52 connected with the lever 8. When the carriage is moved across, the sleeve 53 passes on to a second lever 51, which is coupled with the furmer by a joint 56. An overhead contact-bar 57, Fig. , may be used, the contact-bar on the track being retained to drive the dynamo only. The contact-bar is shown in conjunction with a crossing- gate 67. Fig. 10 shows the device on the engine. A latch 36 on the armature 1 projects beyond the lever 4 and thereby holds the armature up. When the lever 4 is withdrawn and the armature is not excited, the armature falls and releases a lever 26, which previously was held by the tail-piece 24 of the armature. The lever 26 is pulled over by a spring 30 and operates the brake lever 28. At the same time, a wire 23 operates the whistle. In replacing the brake lever, it is pushed beyond its normal position, so that the projection 33 on the lever 26 may press first upon the trigger 35 to withdraw the latch 36, and then upon the arm 34 to raise the armature. When the brake lever is brought back to normal position, the latch 36 is freed and passes over the lever 4, locking the armature in position, and the tail-piece 24 engages the lever 26 again. Fig. 12 shows a modification wherein the lever 21, which performs the function of the armature 4 in the other construction, is held up by the armature by means of the hook piece 39. The contact-bar 16, Fig. 4, is provided with two bars 17 at each end so that the dynamo may be actuated before the push-rod is raised. Fig. 21 shows the treadle 63. When the treadle is not depressed by a train, the contacts 66 are closed, whereas when the treadle is depressed, the contacts are broken. A battery of accumulators may be carried by the engine to serve instead of the dynamo ; a switch is then inserted in the battery circuit, which is closed by a device acted upon by the contact-bar.